Steam-actuated valve for duplex engines



(No Model.) 4 Sheets-Sheet 1A.

M. W. HALL. STEAM AGTUATED VALVE EOE DUPLEX ENGINES. No. 301,363. Patented July 1,1884.

N, PETERS Phom-Lnrhngnpnnr, wasningmn. n. c.

4 sheetssneet 2.

(No Model.)

M.. W. HALL.

STEAMEGTUATED'VALVE EOE DUPLEX ENGINES.

NVENTRI VVITNESSES:

By his ./lttor/Leys,

N. PETERS Pnmwumngmpim. whmgxm, n, c, I

(No Model.) M W HALL 4 sheets-sheet 3.

STEAM AGTUATED VALVE FOR DUPLEX ENGINES.

A110.301,363. Patented-July 1, 1884,

4 @ecc c @GGG INVENTOR:

VVlTN ESSESLm' N. PETERS. PhawLinmgr-dpilnr. washington, D c.

(No4 Model.) M W HALL 4 sneeuw-sheet 4.

STEAM ATUATED VALVE POR DUPLEX ENG-INES. NO. 301,363.

Patented July l, 1884.

lNVEN-TORZ WITNESSES:

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N, PETERS. Phomnmomphor. wasmngwm D, C.

ilivrrien -drains Farnsifi ,trici-ii.

lVllLAhT W. HALL, OF BROOKLYN, NEV YORK.

TLPECIFICATEOET forming part of'Letters Patent No. 301,363, dated July l, 1884.

Application filed N'oveinber 26, 1883. (No model.)

fo all whom it may' concern:

Be it known that'l, MILAN lV. HALL, acitzen of the United States, formerly of Plainiield, New Jersey, and new residing in Brooklyn, Kings county, New York, `have invented certain improvements in Steam Actuated Valves for Duplex Engines, of which the following is a specification.

My invention relates to steam-engines having two cylinders and pistons, such as are used for working duplex steam-pumps or air-com1 pressors; and its object is to provide means for actuating the valves by steam-pressure alone, without the intervention ol' moving parts, and for causing the two engines tov reciprocally control each other through the niedium ot' their valves. The valves areinclosed in tight valve-chests without stuiiing-boxes, and communicate only with the steam-cylinders and with the exhaust through small steam-passages. rThey are provided with pistons, upon which the steam acts and shifts the valves longitudinally, the steam which moves the valve of one engine coniing from the cylinder oi' the other engine. Adjustments are provided by which the pistons may be caused to pause at each end of their stroke, or to return immediately, as may be most desirable for the character of work being done.

In connection with the "peculiar system of valve-actuating steampassages7 means are provided for cushioning both the valve-pistons and the cylinder-pistons, the cushioning of the latter being capable of adjustment with the utmost nieety.

The accompanying drawings show the preferred form and construction et my improved duplex engine.

Figure lis a horizontal section through the axis oi' the valvechests, showing the cylinders in plan, the section being cut along the line l l in Figs. 2, 3, and 4t. Fig. 2 is a vertical longitudinal mid-section through one engine and its valve, as denoted by lines 2 2 in Figs. l, 3, and 4. Fig. 3 is a vertical transverse section through the middle of both engines, as indicated by the line 3 3 in Figs. l, 2, and 4. Fig. i is a vertical longitudinal section out midway between the two engines, as

indicated by the lines a 4t in Figs. l and 3, and

showing one engine in side elevation. Fig. 5 is a horizontal section of the valve-chests, the plane of the section being elevated, as denoted by the dotted line 5 5 in Figs. 3 and 7, to show one ot' the steam-passages. Fig. 6 is a simi- J ton-cushioning valves, and Fig. 9 is a diagram designed to illustrate the relations and operations of all the parts.

In this speciiication l use the word engine7 to signify one cylinder and piston and the valve-chest and valve thereof. The valve of each engine is actuated by steam taken from the cylinder of the other engine, so that each engine controls the movement of the valve of the other.

Let A A designate the two cylinders, B B' their pistons, C C the valve-chests, and D D the valves. E is a bridge or cross piece eX- tending between the two valve-chests at their middle. F is the steam-pipe, and G is the eX- haustfpipe. The valve-chest of each engine is, by preference, mounted directly over the cylinder, with its axis parallel to 'the axis of the cylinder.

Referring to Fig. '2, it will be seen that the cylinder has four ports-two at each end. One ot' these ports (lettered c) is a steam-port, and the other (lettered b) is an exhaust-port. The steam-ports a a enter the'extreme ends of the cylinder, and the exhaust-ports b b enter the cylinder a short distance from each end. Each pair of ports a b extends outward and communicates with a chamber, H, in the valve-chest G, each vport opening into it in the form of a row of pcrforations. (Seen in Fig. l.) The two chambers H are formed in the valve-chest C at its opposite ends, and into both live steam is admitted, it entering the one at the right directly from the steam-pipe E, and passing to the one at the left through the valve D, which is made tubular for this purpose. The

IOO

valve is thus balanced byhaving equal pressures against its opposite ends. Each end of the valve D consists of a small thick piston, c, the two pistons c c fitting their respective cylindrical chambers H H. The valve D is capable of a short longitudinal movement, and

v is so proportioned relatively to the chambers HH and ports c b a b that when moved to the left, as shown in Fig. 2, the port a at the right is uncovered, and vthe port b at the left is uncovered, and when moved to the right these ports are covered, and the port c at the left and the port b at the right are uncovered. This arrangement makes the ports a and b very short and direct, which is a great practical advantage. The steam enters 011e end of each chamber H, and the .exhaust leads from the opposite end, the piston c intervening. An exhaust-passage, d, extends through the upper part of each valve-chest over the valve. Its ends communicate with the exhaust ends of the chambers H H, Fig. 2, and its middle communicates with a cross-passage, d, in the upper part of the bridge-piece E, Fig. 3. The exhaustpipe G taps the middle of this passage d'.

Each engine is operated thus: The valve D- being at the left and the piston B at the right, steam passes from pipe F into the chamber H at the right, thence down the right-hand port a into the cylinder A, where it forces the piston-toward the left. The steam at the left ofthe piston escapes through the left-hand port b into the right-hand end of the left-hand chamber H, passes thence into the exhaust-passage d, and thence through the passage d into the exhaust-pipe G. When the piston nears the left-hand end of the cylinder, it passes and closes the exhaust-port b, and cushions itself upon the conned steam in the end of the cylinder beyond theport. The steam cannot escap'e through the port c, because this port is covered by the piston c of the valve D. The piston is thus easily and elastically stopped by the cushion, and when the valve is moved to the right steam is admitted to the left of the piston, and it is forced toward the right again.

Thus,when the valve is moved to the left, the piston is forced toward the left, and when the valve is moved to the right the piston follows it and moves to the right. The piston is cushioned at each end of its stroke, and the steamcushions are adjustable, so that the steam may be absolutely confined, (which is desirable when running rapidly with a light load,) or the confined cushion of steam may be allowed ,to rapidly escape, so that the cushioning shall be slight,- (which is preferable when running slowly with a heavy load,) in order that the piston may move its full stroke before reversing. For this purpose I provide, as it were, a leak from each cushion to the exhaust, and I adjust this leak by a valve. A small hole or port, e, is drilled through each end of the cylinder, intersecting Athe port a,` and penetrating the port b, so that a small passage is provided from a to b. This permits the steam chamber, L, tting the piston g.

confined inthe cushion to escape through a and e into b, and-thence to the exhaust. Each leak-port c is provided with a valve, I, constructed similarly to an ordinary globe-valve, by screwing up the wheel of which the end of the stem is caused to enter and choke the port e more or less, or to close it entirely. Thus the steam-cushion is adjustable to any desired resistance.

I have now described how the engines are operated from their valves, it being understood that both engines are identical in construction and operation. It only remains now for me to describe how the valves are operated. Each valve D D consists of a tubular stem, f, having a thick piston, c, on each end. and a piston, g, formed onits middle. Grooves 7L h are also out in the stem f about midway between the piston g and the pistons c c. Each valve-chest G C is made up, for convenience in construction, of a middle casting, J and two end castings, K K. Interiorly it consists of a longitudinal bore'fitting the stem f, of two end chambers, H H, containing the pistons c c, and a middle cylindrical valve-piston The piston g is'preferably made in one piece with the stem f, and the pistons c c are made separately and screwed on. y

In putting the parts together the casting .I is bolted to one oi' the castings K, the piston g is placed inthe cylinder L in the casting J, and the stem f thrust into the casting K. The other casting, K, is then bolted on and the pistons c c are screwed onto the ends of the stem. The valve D and valve-chest C are then coinpletc. The valve D and chest C being likewise put together, the two valve-chests are connected by the bridge E being bolted be: tween them, and the whole is then bolted down on top of the two steam-cylinders. Caps r r are screwed into the left-hand ends of the valve-chests, andthe steam-pipes are joined to their right-hand ends by couplings s s. A comprehension of the steam-passages will be facilitated by reference to Fig. 9, in connection with the other figures.

Referring first to Figs. 3 and 9, the steamcylinder A is provided with a small steampassage, i', vand the cylinder A with a passage, fi. Each passage i or tleads from the middle of its cylinder, (see Fig. 3,) extends laterally, then upwardly, and thence into the middle of the valve-chest beneath the center thereof. From this point it branches and extends in both directions longitudinally, (see Fig. 2,) and then both branches ascend to the bore for the valve-stem, where they terminate. opposite the termination of the two branches of the passage 'i two other passages, j and k, originate, as seen in Figs. l and 9. These pas- 'sages (see Fig. l) approach each other, and extend, side by side, through the bridge E, Fig. 4, tothe opposite valve-chest, C', where they enter the valve-piston chamber L' near its opposite ends, leaving a cushioning-space Justv IOO beyond them at its ends. From the passage j a branch, j, extends around the end of the chamber L, and enters its end, being provided with a check-valve, e, (not shown in Fig. 9,) which is indicated in Fig. l and shown in detail in Fig. 8. The passage k has a like branch, lr, entering the opposite end of the chamber L, and provided also with a checkfvalve, c.

In lthe valve-chest C', opposite the terminations of the two branches of the passage Z, (see Fig. 9,) two passages, m and a, originate, and, crossing each other, extend to the valvepiston chamber L, which they enter near its ends, and have branches m and a', which enter the ends of the chamber, and contain checkvalves v. The passage m is shown best in Fig. 5. It extends upward and then to the left until it reaches the middle, passes through the bridge E, over the passages j k, (see Fig. 4,) and in the valve-chest G it extends to the left and down. The passage a is best shown in Fig. 6. In the valve-seat C it extends downward and to the right until itv reaches the middle. It then passes through the bridge E, (see Fig. 4,) under the passages j 7c, and in the valve-chest C it extends to the right and then downward to the chamber L.

In the valvechest G an exhaust branch passage, Z, leads i'ronrthe passage j, extends to the right, and terminates in the bore i'or the valve-stemf. (See Figs. l and 9.)' Another branch, Z, leads from the passage 7c to the left, and terminates in the bore. Immediately opposite the termination of these branches are two exhaust-passages, p and p, (see Figs. 2 and 9,)which extend from the valve-stem bore to the exhaust-passage d. rlhe several passages in the valve-chest C are` so spaced where they enter the valve-stem bore relatively to the width ofthe grooves-h h and the stroke of the valve that when the valve is moved to the right the ri ghthand groove h connects together the exhaust-passages Z and p, while the stem f covers and closes the passages j and i, and

the left-hand groove 71I connects the passages i'.

and k, while the stem j" covers the passages Z and p. )Vhcn the valve stands at the left, the opposite result is effected. The passages and valve in the valve-chest C are arranged in precisely similar manner. rlhe exhaustbranches corresponding to Z and Z are here lettered 0 and o', and those corresponding to p and p are lettered r1 and q.

The operation may best be understood by reference ,to Fio. 9,where all the ports and passages are shown in one View. The piston B is here moving toward the right, and has passed and uncovered the steanrpassageii. Steam is consequently passing from the cylinder A through this passage fr" and (its ri ght-hand end being closed by the valve-stem f) through its left-hand branch, with which the groove IL coincides. around through this groove to the passage n, and through this to the valve-piston chamber L,where it is pressing on the piston g and moving the Valve D to' the left.

The steam on the other side ol piston g escapes through the passage m and branch 0, passes around the ri ght-hand groove 7L in the valve D', and flows through the passage q to the exhaust. rIhe movement of the valve D is in reality instantaneous; but it is here shown in the act of moving, having moved just far enough to uncover the right-hand port a and the leithand port Z) of the cylinder A; consequently the piston B, which has been at rest, is just starting on its leftward stroke. Both pistons move together and in opposite directions for a moment, until the piston B reaches the end ot' its stroke and stops. By this time the piston B is at full speed andthe valve D is moved fully to the lei't. As soon as the piston B passes thepassage fZ, the steam from the cylinder A i'lows through this passage, through its ri ght-hand branch,around the right-hand groove h, through the passagej and branchj, (opening the check-valvea) and into the chamber L, i'orcing the piston g and valve D to the left. Meanwhile the steam on the lei't of the piston g escapes through the passage 7c, the branch Z, the left-hand groove, l1, of the valve D, and the passage p to the exhaust.

Vhen the valve D has been thus shifted, it will uncover the right-hand port, a, and the lefthand port, b, of the cylinder A, and the piston B will be driven To the left. Meanwhile thc piston B will stop at the left of its stroke, with the valves D D in the position shown in Figs. vand (i. Zhen the piston B passes the middle ofthe cylinder, it uncovers passage Z', and steam flows through i, m, and m into chamber L and shifts valve. D to the right, the exhauststeam escaping from L through a, o', and q. The piston B is then driven to the right, the piston B meanwhile reaching the left oi" its stroke and stopping. Vhen B uncovers i', steam ilows from A through Z, It, and k, and shifts valve D to the right, the exhaust escaping throughj, Z, and p. The piston B then starts to the right, and thc piston B stops at the completion of its stroke at the right. The parts are now again in the po- Vsition shown in Fig. 9, having passed through a complete cycle oi' operations. Thus it is seen that cach valve is driven by a piston, g, formed on it, whose movement is produced by steam which is taken from the cylinder of the other engine, and the iiow of which is controlled by the valve and piston of the other engine. rFlins each valve controls not only the movementot its own piston, but also, through its grooves h 71., contributes to the control of the other valve, and each piston B B acts also as a valve to determine the admission of steam to shift the valve of the other engine. The perfect reciprocal action ofthe two engines is thus assured, without any extraneous valve niechanism whatev er, and with only two moving parts (the valves D and D) in addition to the pistons. By means oi' the construction which I have adopted, the formation of the several ports and steam-passages is rendered IOO IIO

very easy and cheap, the exhaust-passages d d and the steam-passages in the bridge E being preferably cored out, and the small steampassages and ports in the passages J and K K being preferably drilled.

My improved engine is thus cheaply constructed, and there is practically nothing about it to wear out or get out of order. The parts are readily detached in case of necessity, there being but few bolts and joints.

One very important feature of my invention I have not yet described. The steam-passages fi and t" are each fitted with a valve, M. (Shown best in Fig. 3.) The valves M M are constructed the same as globe-valves, except that the side of `the steam-cylinder is substituted (n, for the globular chamber of a globe-valve.

. too great suddenness.

By screwing their stems in or out, the passagesz' and t" maybe more or less closed or choked, so that more or less pressure of steam may be admitted to work the valves D D.

.l pidity with which the valves D D shall shift can be regulated to a nicety, with the result of determining the promptness with which one steam-piston shall follow the other in its movement. Thus in pumping water under heavy pressure, as in forcing it to a considerable height, it is desirable that the pump-plungers shall pause at each end of their stroke, in or-- der to give the water-valves ample time to seat themselves before the return-stroke begins, as otherwise the back -pressure of the water -would cause a back-iiow into the pump-'cylinders and greatly impair the efficiency of the pump. For such service the valves M M should be nearly closed, thus choking the passages t' t" to such an extent that the flow of steam through them is retarded, and the valves D D are shifted slowly-fin fact, so slowly that each piston, after it stops7 remains at rest until the other is almost completing its str'oke, so that onlylone piston is moving at atime, except at the ends of the stroke, when one is starting while the other is stopping; but in pumpingwater at light pressure, as inl transferring water from one tank to another on the same level, where there is no such tendency to back-how, the steam-passages t t" 'may be left fully or nearly open, in which case the valve of each engine will shift instantly when the piston of' the other engine passes mid-stroke and uncovers the passage fi or i, thus causing the pistons to stop and start back with scarcely any intervening pause. Thus, by the simple expedient of adjustingthe valves MM, the engine may be readily adapted to` any service required. The valve-pistons g g are cushioned, in order that they shall stop without jar or hammering. As before described, the ports or passages j, 7c, m, and a enter the chambers L and L', and a little back from the ends of the latter, thus leaving cushioning-spaces beyond them. The branch passages j', k', m', and a only admit steam to enter these cushioningspaces to start the pistons g g back, the steam being kept from escaping from the cushions through their branches by means of the checkvalves e o in the latter. These valves need not be tight, but should retard the steam/long enough to make it serve as a cushion, and may permit it eventually to escape, so that the pistons g g can move to the eXtreme ends of the chambers LL. These valves o o are very simple, as shown in Fig. 8, consisting merely of a strip of sheet metal confined by a screw. They are arranged in recesses milled out in the opposite ends of the castings J J, as indicated in- Fig. 7. These valves o o are not shown in Fig. 9, and the valves I I and M M are there denoted las though they were stop-cocks. Stopcocks might of course ble substituted for the form of valves shown, or any other means of adjustably choking the passages e e, t', and t might be adopted.

The valves D Dl are for simplicity shown in Fig. 9 as being solid instead of tubular, with steam-pipes F F connecting with both ends of the valve-chambers C G.

The features of my invention shown in Fig. 9 are the most essential, it being obvious that the' constructions of the various parts inthe manufacture of the engine might be greatly modified without materially affectingits operation.

My improved engine is adapted to be driven by any fluid-pressure-'as by compressed air or by waterinstead of steam.

The dotted lines x x in Fig. 9 illustrate a modification by means of which the valves M M might possibly be dispensed with. In case the engine is intended to do one uniform service under considerable load and with a nearly uniform steam-pressure, there might be two passages, e, instead of one passage divided into two branches. These passages would cross each other in different planes, and would enter the cylinder A on opposite sides of its middie, as shown in dotted lines. The piston B, in moving from right to left, would first uncover the passage x', but no steam would enter it, because its other end is closed by the stemf; but when the piston uncovered passage x steam would enter it and shift the valve Dl just as the piston B was finishing its stroke. Cylinder A would of rcourse have two like crossed passages in place of its passage i.

I am aware that, broadly speaking, duplex engines having steam actuated valves and steam-passages crossing from each engine to ICO the other are not new; but, so far as I ain aware, mine is the first duplex engine having steam-actuated valves wherein the valve of each engine is operated directly by steam taken from the cylinder of the oth er engine,whereby all intermediate valves are dispensed with and the only essential nioving parts are the two valves-one for each engine.

I claim as iny 'inventionl. A duplex steam-engine consisting of the combination, with the cylinder and piston of each engine, of a single steam-actuated valve for each engine, and with steam-passages leading from the cylinder of each engine across to the valve-chest of the other engine, arranged and operating substantially as set forth,wliere `by the valve of each engine is actuated direetly by steain taken from the cylinder of the other engine.

2. The combination of two steam-cylinders, two inclosed steam-actuated valves, steam-passages extending each from the cylinder ot' one engine to the valve of the other, and exhaustpassages extending each from the valve of one engine through the valve of the other to the exhaust-passage from the cylinder, substantially as set forth.

3. "lhe combination of two steam-engines having inelosed steam-actuated valves, with steam-passages, each extending from the cylinder of one engine through the valve ol" that engine to the valve-piston ehaniber of the other engine, in order to shift the valve of the lat-ter, and exhaust-passages leading from each valve-piston chamber to the exhaust, substantially as set forth.

4. The combination of two steam-engines having inelosed steam-actuated valves,4 with steam-passages, each leading from the cylinder of one engine through the valve of that engine to the valve-chest of the other' engine, in order to shift the valve to the latter,'and exhaust-passages, each leading from the valveehest of one engine through the valve of the other engine to the exhaust, substantially as set forth.

5. VIn a steam-engine having a steam-actuatedvalve, the combination therewith of asteain-passage leading from the cylinder to the valve-piston chamber to shift the valve, 5o anda valve adapted to close or choke the said passage to greater or less extent, as and for the purposes set forth.

6. lThe combination of two steam-engines having steam-actuated valves,with steam-pas- 55 sages, each leading froni the cylinder of one engine to -the valve-chest of the other, in order to shift the valve-of the latter, and with valves in said passages adapted to close or choke them more or less, and thereby regu- 6o late the rapidity of shifting of the enginevalves, substantially as set forth.

7. rlhe combination of two steam-engines, their steam-actuated valves'D D, each formed with a piston, g, and grooves 7L h, with valve- 6 5v chests C C, fornied with chambers L and L', and with steam-passages t, t', j, 7c, fm, and n, and exhaust-passages l, Z, o, and o, all coinbined and arranged to operate substantially as set forth. 0

8. The eo1nbination,with cylinders A A,of valve-chests C G, each consisting of two end pieces, l K, and a niiddle piece, J, a bridgepieee, l l, connecting the two middle pieces J J, and the inelosed valves D D, all constructed 7 5 substantially as set forth.

9. rllhe combination, with a cylinder, A, of steam-ports a a at its opposite ends, exhaustports'b b near its opposite ends, leak-ports e e, valves I I, valve D, having valve-pistons c c, So and valve-chest C, substantially as set forth.

l0. The combination of two steam-engines having steam-actuated valves, provided with pistons inclosed in chambers L L, steam-passages, each extending from the cylinder of one 85 engine to the ehainber L or L' of the other,- and entering said chambers near the ends thereof, and with branch passages entering said chambers at their ends, and containing eushioni ng cheek-valves 'v o, substantially as 9o set forth.

In witness whereof I have hereunto signed niy naine in the presence of two subscribing witnesses.

MILAN IV. HALL.

lVitnesses:

A. E. HALL, ARTHUR (l. Fnirsnn, 

